Knowledge January 2014

OFFICIAL SAFETY MAGAZINE OF THE U.S. ARMY KNOWLEDGE


From The DASAFKeeping perSpecTive

With the new year comes an opportunity for fresh perspective. It gives us a chance to reflect and start anew with a clean slate, with plenty of hope for a better year than the last. This opportunity also offers leaders at all levels a chance to reinvigorate their safety programs, especially as Soldiers are more likely to be refreshed and refocused after coming off extended leave.

Perspective has proven powerful. In conflicts throughout time, war has taken such a dramatic human toll that accidental losses were seen as one of the unfortunate costs of doing business. Perspective 150 years, or even 40 years ago held that accidents were an unavoidable consequence of combat, and some even held safety as a hindrance to the mission. Thankfully, we’ve learned from our history and are changing our perspective, and we’re a much better Army for it.

This new perspective, if you will, is as critical as ever since accidents continue to claim far too many Soldiers. After more than a decade of combat losses often outpacing accidental fatalities, we’re reaching the point where the opposite is true. As of mid-December, exactly double the number of Soldiers were killed in accidents as those lost in combat for the first quarter of fiscal 2014. That’s a pretty sobering statistic, even when you consider both categories fell significantly from the same timeframe during the previous year.

This offers a powerful message for our Soldiers, one we should highlight to our advantage. Many have experienced the gut-wrenching loss of a battle buddy in combat. We must make all our Soldiers see that death by accident is no less tragic, nor is it inevitable, that a loss is a loss and has profound effects across the unit and Family. The bonds between Soldiers run deep; ensuring they realize these bonds extend their commitment to each other in accident prevention is “messaging” that will resonate with them.

Leaders can always benefit from fresh perspective as well, for what we don’t know can hurt our Soldiers. The Army Readiness Assessment Program offers commanders a unique look into their biggest safety issues from various perspectives within their commands. ARAP has proven itself a helpful tool in giving leaders the power to bring about positive change. The revised Army Regulation 385-10, released last month, now mandates that all commanders at battalion level register their formations in ARAP at specific intervals. I’ve talked a lot about the program’s successes in recent months, and this change demonstrates senior leadership commitment to it and its potential. The updated regulation, along with a summary of all changes, is available at http://www.apd.army.mil/pdffiles/r385_10.pdf <http://www.apd.army.mil/pdffiles/r385_10.pdf> .

Our Army isn’t slowing down, and this year is sure to be as eventful as any. What we do with our time is what’s important, and safety should be part of all our plans. Happy New Year - let’s make the best of it!

Army Safe is Army Strong!

TimoThy J. eDenSBrigadier General, USADirector of Army Safety


Know your LimiTSMAJ. MIKE BLADES1-189th General Aviation Support BattalionHelena, Mont.

On a beautiful winter day, my brothers and I set out for a snowmobiling trip at Island Park, Idaho. Although all three of us were experienced and seasoned riders, it had been awhile since my older brother and I had ridden. My younger brother owned his snowmobile and was more experienced, so he led the way through the trees on the winding, groomed trails.

As we went along the trail, I noticed how it began to narrow as the terrain became more challenging. My younger brother attempted to communicate via hand signals and calling out directions as we approached an opening. As we climbed the hill, I noticed my younger brother — who was ahead of us — had disappeared from sight.

Feeling confident in our snowmobiling skills, my older brother and I took on the challenge. The trees and terrain, however, altered our perception of the trail’s steepness. Unfortunately, we did not realize how steep the slope was until we were already committed.

We soon realized we had placed ourselves in a dangerous situation. My snowmobile tracks began to spin and I did not have the power or momentum to reach the top of the hill. Knowing my older brother was behind me, I veered to the right to turn around and go downhill. As I began my rapid descent, I quickly realized the trail’s steepness was going to prevent me from stopping or controlling my snowmobile.

Racing down the slope toward a stand of pine trees, I realized I only had two options. I could ride it out and attempt to avoid the trees, or I could bail off the rented snowmobile, for which I had luckily purchased full-coverage renters’ insurance. Bailing off into the three-foot-deep powder, I watched my snowmobile disappear into the pine trees and surrounding snow bank. As I lay in the snow regaining my composure, I realized this experience was not one I wanted to repeat.

This close call taught me that I am never too experienced to ignore safety. My brothers and I still tell the story of how our fun vacation could have turned tragic. During future trips, we made it a point to familiarize ourselves with our machines and the terrain and know our limits. We also made it a point to use standard snowmobiling hand signals.

While there are many resources for information on snowmobiling safety, I have found www.snowmobilers.org to be particularly useful. Here is some additional information to keep you safe on the snow:

Safety Tips• Wear a helmet and eye protection at all times. Goggles with colored lenses are indispensable on bright days. In addition, amber

or yellow lenses are useful on dark days or late in the afternoon.

• Dress for the ride. The outside of your snowmobiling outfit should have a hood and be windproof and waterproof. Beneath that, dress in layers, making sure the clothing is not too tight. Thermal underwear will help insulate you from the cold. Protect your hands with snowmobiling gloves designed to allow your thumb and fingers to operate the controls. Wear rubber-bottom, leather-top boots or rubber-bottom, nylon-top boots to help keep your feet warm and improve traction. Woolen socks can help keep Jack Frost from nipping at your toes. Avoid loose clothing that could get caught on the snowmobile’s moving parts.

• Do not let young or inexperienced riders operate snowmobiles without proper training and supervision.

• Do not use alcohol or other drugs when you ride.

• Learn your riding skills from an experienced rider or qualified trainer and practice them before going to the mountains.

• Always maintain a safe distance between riders. Following too closely can lead to collisions and injuries.

• Ride with other snowmobilers and let someone who is not riding know where you’re going and when you plan on returning.


• Before riding, review all local snowmobile laws and obey them.

• Check local weather conditions and dress appropriately.

• Know the terrain where you will be riding so you’ll be aware of potential hazards.

• Always use the proper arm and hand signals when riding with others.

• Always ride safely and responsibly. Know your abilities and those of your snowmobile and don’t exceed them.

• Make sure your equipment is in top working order before hitting the trails.

• Carry a map or a GPS receiver to help you navigate the trails. Mark your route on a map and provide it to someone you know.

• Frequently clear the ice and snow off your snowmobile so it will run properly and others can see your lights.

• If you’re going into an area where avalanches are a potential threat, get the latest avalanche forecasts and bring the proper gear and equipment.

• Be prepared for anything and use common sense.

etiquette• Be considerate of others on the trail and keep to the right.

• Slow down when passing.

• Ride only where permitted.

• Leave gates as you found them.

• Yield right of way to animals and hikers.

• Carry out what you carry in.

• Wave and say “hello” as you pass.

• Report downed trees and trail maintenance to land managers.

•Always help those who look in need. One day, that may be you.


everyone iS A rAnge SAFeTyCAPT. JAMES ELIEFFOregon National GuardMonmouth, Ore.

It was a drill weekend and we were heading to the range for hand grenade training. I had just assumed command of my company and was eager to gauge my unit’s range safety program. My predecessor couldn’t execute a thorough handoff with me before I took over; therefore, I had a lot to learn about my new Soldiers.

I knew my company’s experience level with hand grenades was limited, so I was looking forward to observing the range operations standard operating procedures that were in place. Our main training event was to qualify with hand grenades, culminating with a live hand grenade range. Ninety days prior to the training event, the officers in charge for the qualification and live ranges briefed me on range operations. The range’s OIC, range safety officer, NCOIC and range safeties had completed the range safety certification process necessary to execute the training.

For the qualification range, I was briefed that every other lane would be used for safety separation and to maintain accountability of the throwers’ grenades. The operational flow would be dictated by the tower’s guidance to the throwers for all lanes. Overall, every thrower would act in unison and execute in the following sequence. Throwers would move to the throwing line and assume the throwing tables’ required pre-position. Then they would be directed to secure one practice hand grenade in their throwing hand while covering that hand with the opposite hand. The tower would then instruct the throwers to execute the throw as the range safeties monitored them for spot corrections and safety halts as needed. Once all the throwers had executed their lanes, they would be directed to move down their lane to recover their M69 practice grenade. I was also briefed that the tower would provide an “all clear” from the lane safeties, indicating all grenades had expended their M228 detonating fuzes before anyone was allowed downrange. Everything was briefed by the books, and I felt comfortable with the preparation for the training.

As the drill weekend unfolded, I headed to the range with my first sergeant and executive officer to observe training. As I walked onto the range, which was setup like an M-16 zeroing range, I saw Soldiers walking down the lanes as other Soldiers were throwing M69 practice grenades! This wasn’t how the training was supposed to be conducted and deviated from what I was briefed beforehand.

From my time as a private in one unit station training to my current rank of captain, every range safety brief included the reminder, “Everyone is a safety.” I immediately called for a cease fire. The RSO and OIC scrambled to my location and asked what was going on.

Here’s an interesting fact about M69 practice hand grenades: they’re armed with an M228 detonating fuze for more realistic training. The fuze creates 970 to 16,500 psi, according to an Army controlled explosives test. Comparatively, an average private motor vehicle tire holds about 35-40 psi, which, if inflated improperly, could hurt someone.

I explained the explosive characteristics of the M228 fuze, and they refuted my explanation. They tried to explain the safety control measures they had in place: one lane separation to mitigate blast hazards and safeties assigned to two lanes (instead of one as briefed) for positive fuze expenditures before entering the lane. They attempted to justify the change of range operations to speed up the completion of the range.

The broad psi range of the fuze wasn’t controlled by three feet of distance. When I spoke with Soldiers, they said they could feel the fuzes going off when they were downrange. Lane encroachment by grenades rolling into other lanes was a hazard that could have taken off a Soldier’s finger. One safety assigned to observe two lanes with six thrown grenades, at uncontrolled windows of execution, made the observation of the fuze expenditures hazardous. It was important that the RSO and OIC understood that the fuzes were like firecrackers, which can cause serious injuries. In addition to expediting the training, the RSO and OIC explained, “That’s how we’ve run the range in the past.”

Complacency in the unit’s range safety program was identified during this weekend. I asked why the range operations deviated from the range brief I received and, again, I was told that’s how it’s always been. The RSO and OIC also explained that they had been in their positions for this range since they arrived to the unit.


Complacency is one of the most dangerous hazards to a range safety program. It’s important to rotate personnel in their duties as well as having a leadership presence on ranges during operations. Rotating personnel allows for a larger knowledge pool of range safeties and provides fresh eyes to operations. Placing as many different sets of eyes on range operations greatly increases the likelihood of identifying hazards and, more importantly, mitigating those hazards.

Two positives came out of this drill. First, and most importantly, no Soldiers were injured. Second, all unit Soldiers understood and saw the command’s emphasis on safety without being immediately disciplined. Asking questions and understanding how Soldiers operate and think can assist leaders in tailoring safety programs to their unit. Being seen and participating as leaders can positively impact unit range safety.


BuLLeTS AnD BirDSCHIEF WARRANT OFFICER 3 BRIAN EPPERSONB Company, 2nd Battalion, 151st AviationFlorida National GuardJacksonville, Fla.

The annual gunnery exercise in an attack battalion includes some of the best and worst times of an Apache pilot’s career. Gunnery is a time to put to use what we train for — and do it with live ordnance. After battalion gunnery, flight crews earn either great bragging rights or a feeling of “I suppose I’ll do better next year.”

As a new pilot in command in the Longbow, I was part nervous, part excited and part in disbelief that our command was entrusting me and a relatively junior pilot with the opportunity to strap into our aircraft and unleash ordnance down a range. This was going to be awesome! It turned out that not only were my range skills going to be tested, but also my basic pilot skills, such as situational awareness.

The pilot I was flying with was a good friend. We had gone to flight school together, worked alongside each other at our civilian jobs and hung out on weekends. More importantly, we had been training together for weeks and spent lot of time studying. We logged plenty of time in the simulator. We were a battle team. We were solid.

Graded live fire consists of four “tables,” and aircrews need to conduct two live day tables and two live night tables. Once you finish your Table 7 day, you move on to your Table 8 day for an official recorded score. The same process applies for the night tables. We were young, but we knew the range, weapon systems and aircraft. We were determined to help each other out and not only strive for a “first-time go,” but also to do well.

My co-pilot gunner and I did do well and not only qualified on every engagement —which means we didn’t have to repeat any shots — but also scored high. Yes, we were full of ourselves. My CPG was a master with the sighting systems, and I was able to guide him right to the targets. I was controlling the speed, angles and constraints — whatever he needed to make his shot. Although we were both junior, we were a functional team.

As the backseater, I was mostly concerned with flying. The CPG was focused on the engagements. And this is where we had a problem.

After the night Table 8, our final task was to land at the forward arming and refueling point, de-arm, refuel and fly back to the airfield. We were both excited about our positive gunnery results and that feeling of accomplishment. Sitting on the refuel pad at 3 a.m., I came to the realization that I had been flying (at the controls) for the entire range event. The flight from the airfield, to the FARP and to the range was not unfamiliar to either of us. For the last leg of the final flight of a successful gunnery, I decided to let my CPG fly back home.

The problem came shortly after we took off from the FARP. Once I gave up the controls, I also stopped paying attention outside the aircraft. With thoughts and conversations inside the cockpit only referencing our awesome engagements, I completely disregarded my scan techniques. We then experienced a bird strike.

Not a minute after takeoff, I heard a “splat” and saw bird parts all over the front windshield. The final minutes of that flight to the airfield were really quiet as we relied on our night vision system to land. The maintenance team found no damage, just a mess. Of course, we were given a hard time, but no one was hurt and nothing was damaged. It was not until I was filling out the report that I realized how lucky we were. I learned an important lesson that day. Basic pilot skills, such as maintaining good SA, are a requirement not just during the actual mission, but from start-up to shutdown.


SLicK roADSCHIEF WARRANT OFFICER 3 JONATHAN W. HARRIS160th Special Operations Aviation Regiment (Airborne)Fort Campbell, Ky.

When someone brings up the topic of safety, my first thought is the prevention of aviation accidents or hazards associated with being a pilot. Every day, safety is enforced in my company through risk assessments, briefs or monthly training. The fact is my job is very safe due to the restrictions, policies and regulations put into place to mitigate many of the hazards I may face. The most dangerous portion of my day actually takes place when I’m on the ground, driving back and forth to work.

Much of my daily 45-minute commute takes place on highway 41A, located outside of Fort Campbell, Ky. This highway is notorious for accidents due to motorists driving erratically, and I often deal with heavy traffic, inexperienced drivers, people texting and driving, road rage and environmental factors I can’t control. Not surprisingly, I often pass several accidents. While most of these are only minor, there is the occasional fatality.

My story begins on a cold day in January 2011. The forecast predicted sleet and rain, so one of my friends suggested we carpool due to the possibility of bad weather. At the time, I owned a Ford F-150 four-wheel-drive extended-cab truck, so I suggested I drive because my vehicle was better equipped for the weather conditions than his sports car. Since I was picking him up at his house, we decided to take I-24 to work. We figured it should take us about 30 minutes to get there.

Moments after we got on the road, the rain changed to sleet and then to snow. We contacted our supervisor to let him we might be a few minutes late due to the changing conditions. He told us the weather was quickly changing there, too, but there hadn’t been any word passed down about canceling our flight or releasing us from duty, so we continued to work.

Once we got on the interstate, I decided to stay in left lane since the road conditions seemed to be better suited for driving. We talked about the changing conditions and slowed our speed, staying with the flow of traffic and allowing plenty of room between vehicles. We passed several accidents along the way where vehicles had slid off the road into ditches, including one that had overturned into an embankment.

With our exit approaching, I knew I needed to change lanes. However, when my tires hit the slush that had built between lanes, my truck began to slide out of control. While we slid backward, I tried my best to regain control as we went over an embankment and slammed through an exit sign before coming to rest beside a farmer’s field.

My truck sustained major damage to the front end and bed when we crashed through the sign. We were very lucky we didn’t overturn or strike any other vehicles as we exited the road. Best of all, we were uninjured — just a little shaken.

In the end, the most dangerous part of our accident was not the actual crash but, rather, some of the good Samaritans who stopped to assist us. Although they were trying to be helpful, they ended up causing other people to crash. It was a total disaster. If you must drive in winter conditions, keep these tips to help keep you safe:

• Turn on your lights to increase your visibility to other motorists.

• Make sure your tread is in good condition.

• Keep your headlights and windshield clean.

• Use low gears to keep traction, especially on hills.

• Don’t pass snowplows and sanding trucks. The drivers of these vehicles have limited visibility, and you’ll likely find the road in front of them worse than the road behind.

• Don’t assume your vehicle can handle all conditions. Even four-wheel and front-wheel-drive vehicles can encounter trouble on winter roads.


Fyi

Winter weather can cause dangerous conditions on roadways. Check out the following tips from the National Safety Council to keep you and your family safe this winter. weather At any temperature, whether it is minus 20 F or above 90 F, the weather affects road and driving conditions and can pose serious problems. Because of that, it is important to plan your trip in accordance with the weather forecast.

your vehicle • Prepare your vehicle for winter. Start with a checkup that includes:

• Checking the ignition, brakes, wiring, hoses and fan belts.

• Changing and adjusting the spark plugs.

• Checking the air, fuel and emission filters and PCV valve.

• Inspecting the distributor (if you have an older vehicle that has one).

• Checking the battery.

• Checking the tires for air, sidewall wear and tread depth.

• Checking the antifreeze level and freeze line.

• Your vehicle should also have a tune-up to ensure better gas mileage, quicker starts and faster response for pick-up and passing power. Check your vehicle’s owner’s manual for the recommended intervals for tune-ups.

necessary equipment An emergency situation on the road can arise at any time, so you must be prepared. Following the tune-up, ensure you have a full tank of gas and fresh antifreeze in your radiator. In addition, you should carry the following items in your trunk:

• Properly inflated spare tire, wheel wrench and tripod-type jack

• Shovel

• Jumper cables

• Tow and tire chains

• Bag of salt or cat litter

• Tool kit

• Flares

essential Supplies Be prepared with a “survival kit” that should always remain in the vehicle. Replenish it after each use. Essential supplies include:

• Working flashlight and extra batteries

• Reflective triangles and brightly colored cloth


• Compass

• First aid kit

• Exterior windshield cleaner

• Ice scraper and snow brush

• Wooden stick matches in a waterproof container

• Scissors and string/cord

• Nonperishable, high-energy foods like unsalted canned nuts, dried fruits and hard candy

• In addition, if you’re driving long distances in cold, snowy and icy conditions, you should also carry supplies to keep you warm such as heavy woolen mittens, socks, a cap and blankets.

if you Become Stranded • Do not leave your vehicle unless you know exactly where you are, how far it is to possible help and are certain you will improve

your situation.

• To attract attention, light two flares and place one at each end of the vehicle a safe distance away. Hang a brightly colored cloth from your antenna.

• If you are sure the vehicle’s exhaust pipe is not blocked, run the engine and heater for about 10 minutes every hour or so, depending upon the amount of gas in the tank.

• To protect yourself from frostbite and hypothermia, use the woolen items and blankets to keep warm.

• Keep at least one window open slightly. Heavy snow and ice can seal a vehicle shut.

• Eat a hard candy to keep your mouth moist.


BAD exAmpLeWARRANT OFFICER AISA TREVINO62nd Troop CommandMontgomery, Ala.

We’ve all heard the saying, “It’s all fun and games until someone gets hurt.” This expression couldn’t be truer, especially in the Army. Most military occupational specialties require personal protective equipment. From medical technicians to motor pool mechanics, PPE is required for a myriad of daily tasks and procedures. I’ve learned the importance of protective equipment firsthand, and I assure you that the discomfort of some PPE is worth the protection it provides.

Several years ago, I was an experienced mechanic performing a hydraulic servicing procedure on the tail wheel strut of an AH-64. I had on the required PPE, but as I was waiting for the strut to drain, I decided to take off my safety goggles. I then waited by the strut for the next step in the task.

A fellow Soldier walked up curiously to see what I was doing. As a joke and without thinking, he collapsed the end of the strut quickly. Hydraulic systems are pressurized to push fluid through the system. When the Soldier collapsed the strut, the remaining fluid in the cylinder sprayed out of the drainage port and into my eye. Fortunately, I knew exactly where the eyewash station was located and immediately flushed my eyes. However, I suffered damage to my left eye.

At first, I was angry with the Soldier. Then I realized I should’ve kept on my goggles or at least stepped away from the strut while it was draining. It was my fault, not his. One might assume that this incident would make me an avid goggle user, but that’s a big negative. Eventually, I forgot about this experience and complacency crept back into my work habits.

So, there I was (again), coating a tail boom frame with epoxy, a mixture of chemicals that form an enamel coating. The harsh fumes emitting from the mixture was evidence that it wasn’t good for skin and definitely worse for eyes. I had on all my PPE — gloves, glasses and mask — and so did my co-worker, who was a sergeant like me. Two noncommissioned officers should set the standard, right? Not this time. Sadly, experience sometimes causes complacency, and that’s when accidents happen.

When we were cleaning up the area, we did not use our goggles. They were uncomfortable, sometimes affected depth perception and fogged in hot weather. A litany of excuses, yes, but still reasons many Soldiers choose not to wear them.

We neglected to clean the rim of the can that still contained residual epoxy. When my co-worker closed the lid on the can, he slammed the edges with a hammer to secure it. As he did this, the remaining epoxy in the lip of the can splashed directly into my left eye. I was rushed to the emergency room, but this time, the damage was irreparable. Fortunately, these two accidents haven’t prevented me from performing my job. However, there’s a difference in strength and clarity between my left and right eye.

Today, I’m extremely cautious of any chemicals or particles that could get into my eyes, on my skin or ingested. I cannot explain how foolish and irresponsible I feel to have had two accidents like this happen. To make matters worse, at the time, I was unaware of the standard I was setting for my Soldiers. To them, I was stating that is was OK to not wear PPE if you were “experienced” and knew what you were doing.

Because of my accidents, I lost credibility with my Soldiers. I’m hopeful they learned from my experience, though. PPE is required for a reason. It’s there to protect you and others. Use it.


Be ever vigiLAnT CHIEF WARRANT OFFICER 3 DANIEL THOMASB Company, 1-1 Attack Reconnaissance Battalion, Task Force SaberKandahar, Afghanistan

All too often, we find ourselves caught in disbelief at the circumstances that stand before us, not knowing what the outcome might be. It’s a quantifiable sense of urgency to make the right decision at the right time; yet, we are often unable to act upon that desire for fear of facing the outcome. We find ourselves in a Catch-22 of sorts, trying to find a way to escape the loop that has become our decision-making process.

In March 2007, I reported for duty at Fort Riley, Kan., where the newly formed 1st Combat Aviation Brigade had stood up. This was fortunate on my part, as I had wanted to be stationed there when I completed flight school; however, I was given the options of Korea, Korea or Korea. I was told I would like it in Korea, learn a lot and get plenty of flight time there. Twelve months and all of 85 flight hours later — of which, 24 were readiness level progression — I eventually reached my desired destination.

I knew I was behind because I understood more about the battalion headquarters and staff work than I did about my primary job — to employ the AH-64D in combat. I had just arrived from an organization that trained to fight a war force on force, cold war antics and deep strikes to destroy the North Korean hoard. These tactics were the staple of attack operations up until we entered Iraq in 2003. Over the next six months, I trained with my company, learning urban operations and continuous movement/high-energy tactics to fight the war we were in now.

After settling into operations in Iraq, I began to gain a better understanding of how to employ the AH-64D in the urban desert environment that many terrorist militias called home. During the first three months of my tour, I was primarily a front-seat co-pilot/gunner responsible for employing the aircraft’s weapon systems during engagements. I had gained a certain comfort, knowing that I could employ each weapon system effectively while monitoring up to five radios for important communication between air and ground elements. My focus was on being a diligent and capable CPG.

Months earlier, during training events that lead up to our deployment, we had created a battle roster with combat crews that would initially fly and fight together so we would be able to focus on mission tasks with a familiar crew mix. I had been battle rostered with my company commander, who had about 650 flight hours, of which, 35 were pilot in command, at the time of deployment. I had about 325 total hours, of which, 75 had been flown in the previous six months during unit training.

We were a very junior crew compared to the rest of the battalion. As it turns out, lessons are sometimes better learned. About 25 missions and six weeks into the deployment, I learned one of the most valuable lessons that I still carry with me today. After taking action to support friendly forces in contact with the enemy in central Iraq and extending ourselves just beyond our bingo fuel number, we departed station headed to the forward arming and refuel point at Taji. As we departed, we were reviewing and talking through the engagement to ensure we had captured any points that would be valid to the after-action report.

As we approached Taji from the north, I announced I would be inside, reviewing the video footage of the engagement to mark the areas that we had discussed. The pilot on the controls acknowledged and stated he would advise me as we descended through 500 feet for the approach.

It took only a couple of minutes to mark the tape at the locations we had discussed, at which time I oriented my view back outside the aircraft to observe our location. I was a bit perplexed by what I saw. Having not heard the other pilot announce any obstacles in front of us, we were not turning to avoid what I clearly had in view. Time seemed to slow down as our adrenaline rushed through our veins, providing the perceived ability to react faster than normal. I ran course after course of action through my head for possible outcomes as we approached the yet unidentified obstacle.

In situations that deserve the most urgent action, we, as pilots, employ a two-challenge rule. This common rule, as part of crew coordination training, tells us to identify the hazard twice to the pilot on the controls, at which time if they do not react appropriately, we are to assume control of the aircraft and avoid the identified hazard. Occasionally there is only time for thinking and acting, and we are often not afforded the time to explain what our actions will be. As I reached for the cyclic and collective to make an immediate left turn, I stuttered out the words, “I have the controls.” During the execution of the turn, while my eyes were locked with the obstacle we were turning to avoid, I had realized exactly what it was.


Taji had a notice to airmen that prohibited aircrews from making western approaches to the FARP. This NOTAM was not to avoid noise-sensitive areas, or even suspected small-arms hotspots; it was to avoid the aerostat balloon that was tethered in the northwest corner of the forward operating base.

I remember being so close to the balloon that I was able to see the blocked lettering on the side from the dim red light emitted from the strobe atop the balloon. I also remember the silhouette of the plastic shroud that the red strobe light was housed in. We had only been to the FARP at Taji once before during the day, and I do not recollect seeing the aerostat balloon on the FOB. This, combined with a lack of experience, contributed to our oversight as a crew to identify the known hazards.

Cross-monitoring of each crewmember is vital during critical phases of flight. In an AH-64D with tandem seating, combined with a combat environment, there are many critical phases that seem to mesh to form a constant need for diligent cross-monitoring. If one pilot could complete all mission tasks, there would only be one seat. I developed a certain comfort in the skills my counterpart possessed and had seen little to nothing that indicated errors in judgment about aircraft safety. It is a comfort we all acquire out of familiarity with someone or something we work with on a regular basis. Whether that comfort is based on a positive result from each experience or a negative one, it is usually the same result and we grow accustomed to it. It is this comfort that can lead to our own undoing and result in a catastrophic loss of equipment or even life.

Many of us have approached this moment only to be pulled away, having never known what could have been. When your time comes, and it will, make the decision the best you can. Be alert, be cognizant and be ever vigilant, lest ye be next.


Leggo ThAT egoSGT. 1ST CLASS LITTELL WILLIAMS306th Military Intelligence BrigadeFort Hood, Texas

On Jan. 23, 2008, exactly six months after I bought my first motorcycle, I had my first accident. It’s a day I’ll never forget.

Because of snow, I hadn’t ridden my 2007 Yamaha FZ6 for about two weeks. On this day, however, the sun was out and the snow was starting to melt. I figured this was the best riding weather I’d seen in a while, so I drove home on my lunch break to get my motorcycle. My wife warned me that this wasn’t a smart decision, but, of course, I didn’t listen. I knew I’d be home before the sun went down and the temperatures dropped again.

As luck would have it, a meeting at work kept me tied up until 6 p.m. I knew the roads would be freezing over, meaning I would have to ride slowly to avoid an accident. I could have asked someone to take me home and picked up my motorcycle the next day, but, being hard headed, I decided against it. Besides, I’d ridden in wintery conditions before, so I knew I could handle them again. I went outside, started the motorcycle and let it warm up while I put on my personal protective equipment, which included a two-piece leather suit, heated gloves, winter boots and a helmet. I then hopped on and twisted the throttle.

As I rode, I thought to myself that I only needed to make a right, a left and then another right before I was home-free. I made the first right, but as I started my left turn, the rear tire began to slide out from under me. I released the throttle and downshifted in hopes of keeping the bike upright. Suddenly, the tire gripped the road again and I lost control. I was thrown to the ground, landing on my right shoulder before hitting my head on the road. The motorcycle then landed on my right ankle. Embarrassed, I tried to get up and walk it off, but I was dazed, confused and in a lot of pain. To make a long story short, I lost a motorcycle that night and, for my troubles, got a day of bed rest and 30 days of light duty.

So where did I go wrong? I had started out responsibly by taking the Motorcycle Safety Foundation’s Basic RiderCourse two months before even purchasing my motorcycle. When I did buy a bike, I took a friend with several years of riding experience with me to ensure I didn’t end up with something that was too advanced for my skill level. Unfortunately, as I got more comfortable with the bike, my confidence level soared out of control. I soon began to think there wasn’t a situation I couldn’t handle. Obviously, I was wrong.

I was lucky. I should have asked someone for a ride home. Better yet, I shouldn’t have even gone home to get my bike that day. I knew the weather conditions wouldn’t be favorable for riding if I didn’t leave before sundown, but I let my ego cloud my judgment. As riders, we have enough to worry about on the road. Let’s not add to it by making dumb decisions.


JuST BecAuSe you cAn …DR. PAT LEDUC, PH.D.Human Factors DirectorateU.S. Army Combat Readiness/Safety CenterFort Rucker, Ala.

Lately, I have been watching a cyclist on Fort Rucker engage in what I would consider peculiar behavior. He rides a route that leads out a main gate during rush hour on a road that doesn’t have a shoulder, never mind a bike lane. Every day, traffic backs up behind him, drivers dart back and forth over the double-yellow lines trying to see what is blocking the lane and the cyclist keeps pedaling as if he’s completely alone on the road.

Since we have several bicycle enthusiasts here at the U.S. Army Combat Readiness/Safety Center, I asked if they would ride that route at that time of day. I got a resounding, “No!” from all of them. So, my question is, “What is this guy thinking?” While I realize the cyclist is well within his rights to be there — he’s not doing anything illegal or breaking any rules — it just doesn’t make good sense. He is creating a hazardous situation for himself and the people around him with potentially devastating consequences, especially for him.

I’m betting that rider doesn’t know that nearly 700 cyclists are killed, and tens of thousands injured, every year in the U.S., with the majority of those deaths occurring between 4 and 7:59 p.m. I know what you may be thinking, but you’re wrong. These aren’t kids riding their bikes after school who are being hit by cars. Less than 10 percent of bicycle versus motor vehicle accidents involve persons who are 16 and younger. Based on national statistics, the cyclists most likely to be killed in a bicycle/motor vehicle collision are 20- to 40-year-old males. Hello! Over the years, most — if not all — of the people that I have seen leaving post during rush hour on a bicycle fall into this group.

Over the past decade, more than 200 bicycle accidents have been reported to the USACR/Safety Center. The National Highway Traffic Safety Administration estimates that only 10 percent of all bicycle accidents are reported. So, for the sake of argument, if our reporting rate is similar, that means we’ve actually had closer to 200 bicycle accidents each year for 10 years rather than 200 total for the decade.

Pouring through accident reports day after day, I’ve begun to notice a just-because-I-can mindset creeping into more and more of them. We have had Soldiers killed, permanently paralyzed or left comatose while doing something reckless, just because they could. I am not sure if we are an Army becoming indifferent to risk, or if, like the civilian sector, we are adopting a sense of entitlement — a sense that we can do what we want, when we want.

Sure, motor vehicles and bicycles have to share the road, but cyclists should remember that not all drivers are focused and attentive, especially at rush hour. Everyone who works on or near a military installation, large factory or school zone knows what time traffic gets a bit crazy. If, as a cyclist, you just have to get on the road during rush hour, you should at least maximize your visibility to drivers by wearing fluorescent or brightly colored clothing. And you should never get on a bicycle without putting on a helmet first.

I am not suggesting riders put hooks in the garage and hang up their bicycles for good. I am asking, however, that cyclists reevaluate the risks of riding on main traffic routes at certain times of the day. Just because you can doesn’t always mean you should. Engage your brain.


reD iLLumCHIEF WARRANT OFFICER 3 PAUL MORABITOSP, B Company, 1-108th AviationKansas Army National GuardSalina, Kan.

Author’s note: The following is a real-world example of how risk management was implemented in Kuwait in support of Operation New Dawn 2011-2012. I believe risk management saved my life and the lives of about 81 fellow Soldiers serving our nation. In this article, I’m leaving out some specifics, decisions and courses of action involved in our training mission.

This mission was for six UH-60s to insert troops into the open, isolated desert of Kuwait under zero percent illumination, zero contrast (or ground references), also known as “Red Illum.” It was one of the most challenging landings any one of us has ever accomplished to date.

As the assigned flight lead, one of my first pre-mission checks was to determine the level of illumination for the 0000 local time on target (H-hour). Not only was the weather forecast to be dust and haze, but it was to be zero illumination as well. Having been in country for about six months, we conducted several multi-ship night vision goggle dust landings, but never with less than 30 percent illumination. Given that this was not a mission we would conduct in a combat theater without some sort of artificial illumination, the landing phase was identified as the greatest hazard.

A secondary issue we identified was that the ground force commander requested simultaneous two-ship infiltrations of three separate landing zones. Now we had to distribute the crew experience even further for there to be three separate flight leads from release point inbound.

Our first solution was to voice our concerns and ask if the mission could be conducted at sunrise, which would significantly reduce the risk for the mission. To meet the ground force commander’s intent, it was decided that the mission had to be conducted at the original H-hour.

The initial risk management worksheet involving all of the hazards assessed suggested the mission was extremely high, meaning it was likely a catastrophic event would occur. So now we had to adopt the think-outside-of-the-box mentality.

The first mitigation item thought of (since this was not a combat mission) was to send at least myself and another senior instructor pilot to conduct a day LZ reconnoiter and physically land in all LZs. The second was to remove the cockpit doors, which significantly increases the visibility of a dust landing during the most critical 10 feet. The third was the most creative yet, thought of by one of our most seasoned IPs: to mark the LZs with vehicles in the forward and aft corners with lights on and place infrared strobes on the edge to add situational awareness and contrast to the empty desert floor.

To assist in our commander accepting the risk, we decided to attempt a dry run of this newly adopted tactic at about the same time (and illumination) with our highest flight hour IPs. Although the dry run was still extremely challenging to land safely, all of the risk management measures (and out-of-the-box thinking) did lower the risk of Red Illum landings.

With the mitigation drilled, in place and rehearsed, the mission was now a high risk and deemed a “go.” On mission day, the vehicles were to leave the camp and drive through the open desert to stage in accordance with our risk management mitigation plan. The two vehicles that were supposed to mark my LZ got stuck (due to a sand dune blocking the passage) and were unable to posture on my LZ. So one of the new techniques to reduce the risk was not going to be in place for my own LZ!

Proving that risk management is an ongoing process, we could not give up that easily. As a last-minute audible, we brought IR chemical lights and water bottles that we decided we would drop on the LZ if we were unable to make the ground. The commander approved us to launch, and both of my ships were able to land safely on the first attempt due to the other mitigating factors (crew mix, doors off, etc.). The other four ships that had their LZs marked with vehicles said that it allowed for a noteworthy improvement in SA with the distance to the ground.

The lessons learned were that even though a mission risk is readily accepted in combat, an imminent danger zone, which is by default an operational training environment, can be far more dangerous than a battle. Ground force commanders expect to train


with aviation in identical scenarios as in combat. Spending additional time thinking through the most dangerous risks assessed and using risk management thoroughly will allow for total mission success with zero casualties or incidents.

There is no quantifiable way to measure how much implementing risk management reduced the risk for my mission, but it did enable us to stay safe in an austere environment. Engaging all of the aircrew members allowed for the most pertinent of mitigation to be implemented. Using risk management every day, in every mission, with every crewmember, will greatly decrease your risk of an accident, incident or, at the very least, a significant emotional event.


winTer riDing TipSCHIEF WARRANT OFFICER 5 ROBERT REYNOLDS

Depending on where you live, the winter months can range from a minor drop in daytime highs to five feet of snow and temperatures in the single digits. As a result, preparing to ride a motorcycle during the winter can be as simple as throwing on an extra base layer of clothing or as difficult as negotiating ice on the roadway. Here are some tips to help keep you safe while riding during the winter season.

your BodyThere’s a good reason veteran cold-weather riders wear multiple layers of clothing, leather outerwear and even electrically heated riding suits to help insulate them against the cold. The combination keeps you warm and protected from the elements, creating a more enjoyable riding experience. Also, most heat loss occurs at the extremities, especially your head, so a full-face helmet will keep you warmer and less susceptible to wind chill.

your Bike• A windshield will greatly reduce wind chill, keeping you warmer and more comfortable.

• It’s critical to check your tire pressure before each ride during the colder months, as tires can lose upward of 5 psi every day.

• Cold-weather riding puts even more strain on the battery. Use a battery charger to keep it properly charged.

• Use the appropriate weight engine oil for the temperature range you will be operating your motorcycle.

• In extremely cold weather, it can take up to 15-20 minutes of riding before your tires reach their ideal operating temperature.

your ride• Winter riding usually means ever-changing road conditions and hazards, including ice, salt, gravel, wet leaves and pressure

ridges. Maintain vigilance and adjust your speeds accordingly.

• Wet leaves are as slippery as an oil slick and just as dangerous. Be aware that moisture trapped under seemingly dry leaves can freeze, creating a hazard in your path.

• When you encounter areas of reduced traction, decrease your speed and lean angle while maintaining equal braking pressure between the front and rear brakes.

• Certain species of trees will release sap during the winter that can form a slippery film when combined with rain.

• Ice can be the single most treacherous aspect of winter riding and often lies in wait in low or shaded areas, bridges and overpasses. Your tires make almost no sound when they are running on the ice. If you notice your tires suddenly get quieter on that back country road, take heed. You might be on ice.

For some of us, the riding season doesn’t end when winter begins. If you plan to ride this winter, keep the tips above in mind. Riding smart will help ensure you’re around to enjoy all of the seasons.


wreSTLing wiTh SAFeTySTAFF SGT. STEPHEN ROBERTS Georgia Air National GuardDobbins Air Force Base, Ga.

Thousands of recruits enter basic training and advanced individual training each year. Most graduate without any problems. Others, however, are injured or involved in incidents during training that result in the dreaded “hold over” status, which means they don’t earn the title of Soldier with their peers.

I was injured during AIT; however, my injury went unreported and unnoticed. Fresh out of high school and straight to basic training, I was away from home for the first time. While some things were the same, like making your bed and being respectful, many things were different.

It was the 90s at Fort Leonard Wood, Mo., and after training hard for weeks, I graduated from basic. Before going to AIT, my battle buddies and I were granted a three-day pass. After two months of lockdown, we were allowed to go off post. Everyone was looking forward to some freedom, and a bunch of us rented hotel rooms, as our plan was to hang out and enjoy some much-needed rest. We spent a majority of our time by the pool, just swimming and having a good time.

Late Saturday afternoon, about 24 hours before we had to report back, a few of us started wrestling by the pool. We pushed each other back and forth across the slippery pool deck, trying to throw each other in the water. Trying to be tough, I scooped my buddy up over my shoulders. As I released him toward the pool, my feet shot out from under me and we both fell in the water. On the way in, though, my head slammed into the side of the pool. I was dazed and in a lot of pain. With so many people around, I tried to pretend I was OK, but I wasn’t. I dragged myself out of the pool and sat in a chair. I said, “That’s it. I’m tired of playing.”

What I didn’t mention was I noticed blood trickling from my split scalp. I played it off and blotted my wound with a towel until it stopped bleeding. I thought everything was fine — until I got back to my room. There, my head began to throb and swell. I was assessing my wound in the mirror when my buddy walked in and noticed the cut. We both agreed we couldn’t say anything because we didn’t want to get into trouble, and I didn’t want to get held back from my class.

Rather than going to the doctor, we did the next best thing (at least in our minds).We went to the store, grabbed a package of gauze and performed first aid like we’d just learned in basic. We took the gauze, put it on the swollen gash and tied it tight with a bandana to apply pressure. By the next morning, the swelling had subsided and I could barely see the cut. I graduated AIT and didn’t give another thought to my head injury.

Less than a year later, I noticed some scar tissue and an unusual wrinkling pattern on my scalp. Concerned, I went to the doctor and was told I had cracked my skull! The doctor said he’d seen injuries like mine before with baseball catchers not wearing helmets, leaning too close toward the plate and getting smacked in the head with a bat. He also said the fracture had healed nicely (not bad for a newbie in the Army), but there wasn’t anything he could do about the scar tissue.

Older and wiser, I realize now how dangerous our behavior was that day. At the time, we were more interested in having a good time and weren’t thinking about our actions. For the past 15 years, that scar has served as a reminder of all the unnecessary risk I took when I was younger. I realize how lucky I am to be here today.

I take my role as an NCO seriously and share lessons learned — both good and bad — with my Soldiers. Hey, no one’s perfect. But if we learn from our mistakes and educate others, we’re on the path to reducing unnecessary risk and saving lives.


Don’T puT oFF TiLL Tomorrow …CHIEF WARRANT OFFICER 3 JULIO LEON 1st Armored Brigade Combat Team, 2nd Infantry DivisionCamp Casey/Hovey, Korea

It was a very long and exhausting week in which I had been working about 16 hours a day. During the time of the first successful election in Iraq, our higher headquarters had requested constant intelligence surveillance and reconnaissance coverage for the week. As we planned for flight after flight, revising all risk assessments, conducting pre-combat checks for every flight to make sure everything went smoothly for the mission and UAS operators, “it” happened. The launcher for the RQ-7B Shadow malfunctioned — on my last duty-day shift in Iraq.

But there was some good news too. Earlier that week, I was told the platoon would receive a new warrant officer in the next few days. He arrived by the end of the week, and it was a major relief for me to have another officer in the platoon. Rapidly, we trained him to standards and then divided the schedule: 12 hours on and 12 hours off. The mission was going great, and with the new schedule, we were able to have an officer at the site for 24/7 coverage.

As usual, the new warrant and I would conduct back-briefs at the end of each duty day to update one another. I briefed him that the launcher catch handle bolt had broken and the contractor’s field service representative said it would be an easy fix. Since it was going to be done quickly, I didn’t worry too much. I reminded him to follow up and if it was not done within that hour, to let me know so I could inform the commander since it would be a commander’s critical information requirement. Because he was the new guy, I emphasized the importance of getting it repaired within the hour. He assured me that it would get done and he wouldn’t fail me or the mission.

I finished my duty day very worried and exhausted, so I went directly to my containerized housing unit, got cleaned up and went straight to sleep because the day prior I only slept four hours. Tossing back and forth while thinking about the launcher and wondering if was repaired, I finally fell asleep.

The next day, I woke up earlier than usual and decided to go for a run to the airfield to check on our operations. As I was arrived at the airfield, I saw the ground data terminals were in the stowed position, which indicated no unmanned aircraft were being flown. When I saw that, I sprinted to the flight line to find out what was going on. The only thing I was thinking of was that the launcher did not get repaired, but I still had faith that the commander had been informed of the situation.

When I arrived at the flight line, the first person I saw was my co-worker. I asked him why we weren’t flying and if the launcher had been repaired. He said the reason we weren’t flying was because the launcher was still down, but not to worry because the part was on order and it would arrive later that day. My next question to him was if he informed the commander. He replied that since I was the platoon leader, it was my job and responsibility, so he did not make the phone call.

You can imagine how furious I got and how I questioned his trust. I ran to the phone and called the commander to tell him about the situation, which I should have done as soon as that launcher went down the day prior. I placed the call on speaker to provide an update of the situation between me and the other officer. As soon as he recognized my voice, he was furious. He asked me why we hadn’t been flying for the past 12 hours and why nobody called him to inform him of the situation. My co-worker did not say a word as I talked to the commander and I took all the responsibility.

Later that week, I met face to face with the commander and he realized the misunderstanding. He had a talk with the other officer and found out that he was at fault. However, he pointed out that it was my responsibility to inform him since I was the platoon leader. This experience taught me to never leave for tomorrow what you can do at the moment, always keep all of the chain of command informed of all possible CCIRs and always assume responsibilities for your own actions.


ASLeep AT The wheeLCOMPILED BY THE KNOWLEDGE STAFF

Being stationed at Fort Rucker, Ala., means you’ll usually have to drive no less than an hour to find certain recreational activities. Whether you’re heading to the sugar-white sands of Panama City Beach, trekking to Lake Eufaula to fish or going to see an SEC college football game, you’ll have to drive, sometimes for multiple hours. I’m sure a lot of flight school students — or, for that matter, anyone who’s ever been stationed at Fort Rucker — can relate to following story.

As a flight student living on a second lieutenant’s paycheck, spending way too much cash on extracurricular activities, I searched endlessly for ways to save money. One way I tried to save was by booking the cheapest flights I could find for trips back home for special occasions. During a time when I was “in a bubble” in flight school, meaning I was waiting for the next phase to start, I put in for a four-day pass to fly home and surprise my mom for Mother’s Day. After a quick search, I found the cheapest flight was a 6:30 a.m. Friday departure out of Atlanta.

Any safety-conscious Soldier with such an early flight knows the smart move is to drive to Atlanta the night before and stay in a hotel. But that would involve spending more money, so I opted for a different course of action. My plan was to go to bed as early as possible Thursday night and wake up super early Friday morning and head for Atlanta. With my mind set, I then did a little backward planning to determine what time I’d need to leave Fort Rucker to make my flight. Here’s what I figured: For a 6:30 a.m. flight, I’d need to arrive at the airport no later than an hour prior. It would be a 3½-hour drive to the airport, but I also needed to factor in the hour I’d lose due to the change in time zones. In the end, I figured I need to leave Fort Rucker no later than 1:30 a.m. to make the flight. No problem, I thought.

As a man who loves sleep and puts a lot of value in the Army fighter management system, I wanted to ensure I got a minimum of seven to eight hours of sleep prior to driving. This meant I needed to be in bed about 6 p.m. Thursday night. I don’t know if you’ve ever tried to go to sleep at 6 p.m. when your circadian rhythm is set for 10 p.m., but I can tell you it’s hard. On top of that, I was excited about going home for the first time in several months. So, while I was in bed at 6 p.m., I certainly wasn’t sleeping. In fact, I was wide awake.

For the next few hours, I tossed and turned and stared at the clock. Before I knew it, it was midnight. Realizing sleep was not going to come, I made a decision. I’d just get out of bed and start preparing to leave. Once the car was packed, I hoped in and left for Atlanta a half-hour earlier than planned — on no sleep.

The drive from Fort Rucker to Atlanta isn’t the most entertaining of rides, especially in the middle of the night on back country roads. The first hour of the trip actually went swimmingly. I was still excited to see my family and didn’t feel that tired. The second hour, however, started getting dicey when I felt a wave of exhaustion taking over my body. Being a bit of a health nut, energy drinks were not an option for me. Instead, I had packed some snacks I thought would help combat fatigue. I ate my almonds, which helped, but not much. I figured I would be OK if I could just keep myself from thinking about being tired.

About 30 minutes later, while driving through Phenix City, Ala., my drowsiness was replaced with fear and anxiety when I noticed police sirens and lights behind me. I didn’t realize I was driving 10 miles over the speed limit. One $200 ticket later, I continued my journey. Paranoid about getting pulled over again, I flipped on the cruise control.

A half-hour from the airport, I realized I was finally in the home stretch. By now, total exhaustion had kicked in, and the cruise control was making the trip even more boring. I caught myself starting to doze off. I thought, “OK, I’ll drive five more minutes before I eat the PB&J sandwich I packed.” Then my eyes closed.

I felt the rumble strips under the right-side tires, followed immediately by the left-side tires. My eyes popped open and I realized I was completely off the road, in the grass and heading directly for a speed limit sign. With no time to correct, I slammed into the sign and then swerved to the left. Doing so caused me to temporarily lose control of the vehicle. Before I knew it, I was heading across I-85 North aimed straight at the median. Again, I swerved, this time to the right. Now I was fishtailing in the middle of the interstate.


I am not sure how, but I managed to regain control of the vehicle and continue driving north. With my heart pounding and sweat pouring off my forehead, I quickly glanced in the rearview mirror and saw three lanes of traffic slowly following to ensure I wasn’t going to continue my highway antics. I then pulled off onto the side of the road to regain my composure and check the vehicle for damage.

As I put my car in park, the reality of what had just happened hit me like a ton of bricks. One, replace that speed limit sign with a telephone pole or tree and I would have been dead. Two, had I swerved back onto the road and hit an oncoming vehicle, I might have been dead — and possibly killed an innocent family in the other vehicle. Three, had I successfully made it across the interstate and stuck the T-barriers, I’d be dead. As all these scenarios ran through my head, I thought, “For what? All of this because happened because I wanted to save a few dollars?” With the money I lost on the speeding ticket in Phenix City, I could have booked a great hotel room 10 minutes from the airport. What’s more, I could have still been in bed at the time of the accident.

Lessons LearnedThere’s no point in telling this story if I don’t share my lessons learned. While I still pinch pennies and try to save money wherever I can, I now refuse to do it at the expense of safety. Sure, I still book early flights. But if it involves a multiple-hour car ride to the airport, I take advantage of the “park-sleep-fly” programs that exist today. Hotels that participate in these programs allow you to park your vehicle for the duration of your trip, stay the night before your flight and then provide transportation to and from the airport for a nominal fee. And if I am not able to get the appropriate amount of rest before a trip, I change my plans accordingly.

As Soldiers, we know we may be deployed to dangerous situations. We have to be diligent about not putting ourselves into dangerous situations while off duty too. My near-death experience that day changed my way of thinking when planning trips, but it shouldn’t have come to that. Driving while sleep deprived can be as deadly as driving intoxicated. Don’t risk it.


FLying BLinDCHIEF WARRANT OFFICER 2 CHRIS SPRUNGC Company, 3-227, 1 ACB, 1 CAVFort Hood, Texas

It was my first deployment to Afghanistan, and I was involved in a nighttime mixed-aircraft, six-ship air assault to insert troops for a cordon and search for a high-value target. It was also my first air assault of the deployment.

Flight lead and Chalk 4 were CH-47s, while Chalks 2, 3, 5 and 6 were all UH-60s. I was the 700-hour pilot in the Chalk 2 UH-60 with a 2,000-hour pilot in command in the left seat. The conditions were virtually perfect, with unlimited visibility and not a cloud in the sky, combined with about 50 percent illumination. It was not my first air assault, but as I stated earlier, it was my first in Afghanistan. I was a little anxious, but with a PC check ride in the near future, I was also more than a little confident that I had things under control.

We took off and had a one-hour flight to our refuel destination before the insertion. Everything was going as planned, and we were all ready to complete the insertion and get back home to put the finishing touches on the preparation for the exfil the following night. All six ships would be landing in a large landing zone that looked well suited, according to the imagery we had.

As we neared the LZ, it was confirmed that it was going to be more than large enough and well suited for all of the aircraft. The lead CH-47 announced the winds were calm and lined up for final. I had never flown behind a CH-47 before, but I knew how much rotor wash they were capable of creating. Because of this, I was going to be sure to give them more than enough room since the LZ was so large. What I wasn’t ready for was the amount of dust that was kicked up and hadn’t anticipated the moon dust that covered the entire LZ.

The lead CH-47 literally browned out the entire LZ. I immediately called a go-around because we were engulfed. We couldn’t see in any direction and were pretty much inadvertent instrument meteorological conditions. My mistake was I was so busy searching for the other five aircraft that were also doing a go-around that I didn’t look inside at my instruments to see what I was doing.

I had absolutely no frame of reference to use outside the aircraft, and, by this time, the dust was well above 100 feet into the air. Unrecognized spatial disorientation happened. By the time the PC took the controls, I had so much forward cyclic input that the vertical speed indicator was entirely black. I had no idea this was happening and was entirely consumed with trying to avoid a mid-air collision. We eventually cleared the dust cloud and managed to avoid all of the other aircraft. Now the problem remained of having to do it all again. The wind was calm and the dust was just hanging there over our LZ. Eventually, all troops were inserted and we made it back safely.

There were many lessons learned that night. My confidence as a pilot was badly shaken, being that I could have easily killed everyone onboard my aircraft. It was by far the most humbling experience of my life. Looking back, I can honestly say that I’m glad that it happened. I believe that I am a better pilot today having lived through that experience.


AcciDenT BrieFS

AviATion

mQ-1c class AThe controller lost link with the system as it was descending to land on the runway. The aircraft crashed, resulting in damage.

uh-60mclass BThe aircraft landed hard on approach to an unimproved landing zone in dust conditions and sustained airframe damage to the undercarriage.

grounD

Army moTor vehicLeclass AA Soldier died when his M998 HMMWV overturned. The Soldier was driving the vehicle when he lost control due to a washout on the trail. As the vehicle overturned, the driver’s door opened. The Soldier fell out and was pinned underneath.

perSonneL inJury class AA Soldier died after he fell from a third-story window.

A Soldier died during airborne training. After the Soldier jumped from an aircraft, he descended upon another jumper’s parachute. The Soldier’s parachute collapsed and he fell about 150 feet.

Driving

pmv-4class AA Soldier was struck and killed by a vehicle while rendering assistance to a stranded motorist on the shoulder of the highway. The stranded motorist was also killed.

pmv-2class AA Soldier’s leg was amputated after his motorcycle collided with a vehicle that entered his lane.

A Soldier was killed when he was struck head-on by a motorist driving the wrong way. The driver was also killed.

A Soldier died after he lost control of his motorcycle in a curve. Alcohol was reported as a factor in the accident.

Knowledge January 2014

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